commercial and industrial network improvement and programming...

Commercial and Industrial Network Improvement and Programming Policy

SUMMARY

Iowa Department of Transportation

Iowa Department of Transportation 800 Lincoln Way, Ames, IA 50010 515-239-1661

January 3, 1992 Ref. No. 763

Dear Report Recipient:

A copy of the Iowa Transportation Commission's recently approved Commercial and Industrial Network Improvement and Programming Policy report is enclosed.

The report provides a technical assessment of improvement needs on this network for the next 20-year period. The policy will be used as a guide in programming construction projects , it provides direction for the department, and also informs the public where and when major improvements to the network are needed from a technical analysis standpoint. Please note this is not a program of projects or schedule for construction.

I have also enclosed a 15-page brochure entitled "Who to Contact. 11

This brochure is organized by topic and lists phone numbers; as well as the appropriate office to contact to answer your questions or help with your concerns.

I trust these documents will be helpful to you. If you have comments or wish to discuss this material, please contact Don Ward at (515)239-1137 or myself.

Thank you for your interest in Iowa's transportation system.

CIM:OGW :SOP:rel Enclosure

commissioners

;;ray, Director esearch Division

$helda Hertzke Beener Catherine Dunn. BVM, PhD Robert H. Meler oou9 Shull Suzan M. Stewart Austine. Turner Marlin M. vo1i. Jr. Cedar Falls Dubuque Ottumwa Indianola Sioux City corning Davenport

NOVEMBER 1991 COMMERCIAL AND INDUSTRIAL NETWORK

IMPROVEMENT AND PROGRAMMING POLICY SUMMARY

Prepared by:

IOWA DEPARTMENT OF TRANSPORTATION

Planning and Research Division Office of Advance Planning

Telephone: (515) 239-1669

TABLE OF CONTENTS

FOR EWARD . . ......... ........ ... .. .. . . . . ................. .. . . . . . . . . ........... .. .... ... . . .. 1

INTRODUCTION ..... ...... ........ .. . ................. ..... .. . .. . ......... ...... ....... .. 3

IMPROVEMENT PROGRAMMING PROCESS... .. ...................... 9

IMPROVEMENT NEEDS............................................................. 15

SUMMARY OF BYPASS NEEDS ................................................ 17

IMPROVEMENT PRIORITIZATION SUMMARY.......................... 23

LIST OF FIGURES

FIGURE 1 Commercial and Industrial Network .................................... 2 LIST OF CHARTS

FIGURE 2 Major Primary Highway Improvements In Adjacent States .. . ...... ... . . . . ...... .... ... .. . . .. ... ... . .. . ... . . .. .. . . ...... ... . 4

Chart A FIGURE 3 1988 Traffic ............................................................................. 5 Improvement Programming Process .................................... 9

FIGURE 4 1988 Truck Traffic .................................................................. 6 Chart B Four-lane Mileage ................................................................. 15

FIGURE 5 Corridors and Segments ....................................................... 8 Chart C

FIGURE 6 Future Traffic .......................................................................... 10 Improvement Needs ............................................................. 20

FIGURE 7 Current Level of Service ........................................................ 12 Chart D Improvement Costs and

FIGURE 8 Future Level of Service ......................................................... 13 Funding Comparison .............................................................. 22

FIGURE 9 Summary of Bypass Needs ................................................. 16

FIGURE10 20-Year lmprovements .......................................................... 21

The Commercial and Industrial Network improvement and programming policy reflected in this summary report was adopted for use in future highway programming by the Transportation Commission on November 5, 1991. The Iowa Department of Transportation, as directed by the Legislature, has established a 2,331-mile network of commercial and industrial highways and is directing a significant amount of primary construction funding resources toward improvements to this network.

This summary outlines the technlcal needs assessment for improvements on the Commercial and Industrial Network for the next 20-year period. The portions of the network which require four-lane capacity, as well as major improvements to the twolane sections, are graphically displayed. Detailed improvement needs and costs are listed in tabular form for the first two fiveyear periods (1992-1996 and 1997-2001). It is essential to note that these improvement needs are the result of a technical assessment and do not imply any funding commitment.

The Commercial and Industrial Network improvement and programming policy will be used as a guide in programming construction projects and developing the Iowa Transportation Improvement Program, which determines where federal and state highway funds will be spent across the state. This policy provides direction for the department and also informs the public where and when major improvements to the network are needed from a technical analysis standpoint.

Continuity has been incorporated into the 20-year improvement needs through the specific types of improvements and the timing of corridor improvements. The Commercial and Industrial Network improvement programming policy reflects an emphasis on the development of long corridors (60 to 80 miles) rather than shorter spot improv~ments, thereby maximizing the benefits of investment dollars.

This report identifies the expected schedule for improvements on the Commercial and Industrial Network based on a technical assessment. Naturally, as specific design work develops and a more detailed project assessment is made, adjustments to this system level planning study could occur.

When looking at the total network improvement costs and funding levels, it is important to note two items. First, the available funds for the 20-year period do not include any special federal funds (such as demonstration funds). Second, project costs could increase due to a variety of reasons: costs will increase as projects are delayed and moved back in the construction program due to time required to design major highway projects; environmental concerns can increase overall project costs and delay projects; and as projects are built, unforeseen circumstances, such as adverse weather or oil embargoes, could increase total costs.

1

Commercial and Industrial Network

2 Figure 1

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Prepared By

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In Coooerotton llltn lkllted Stotes

Oeoartrr.ent af Tronsoortotlon J.l"1JARY I, 1991

l(CEHI

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Iowa is served by 112,771 miles of highways and streets under the jurisdiction of the state, municipalities, and counties. The state primary highway system comprises 9,746 miles (excludes ramps) of this total and is classified into five levels:

• Interstate Highway System

• Commercial and Industrial Network

• Area Development routes

• Access routes

• Local Service routes

This plan deals only with the second level--the Commercial and Industrial Network. In 1988 the State Legislature directed the Transportation Commission to "identify within the primary road system a network of commercial and industrial highways." In the same legislation, the department was instructed to allocate a minimum of $30 million annually of primary road funds to the network beginning with fiscal year 1991.

During its 1989 session the Iowa Legislature established a need for the department to give the Commercial and Industrial Network a high priority in programming future improvements. This legislation clearly states the purpose for developing the Commercial and Industrial Network is "to enhance opportunities for the development and diversification of the state's economy." The 1989 legislation further states, "The purpose of this highway network shall be to improve the flow of commerce; to make travel more convenient, safe, and efficient; and to better connect Iowa

with regional, national, and international markets. The Commission shall concentrate a major portion of its annual construction budget on this network of commercial and industrial highways."

The State Transportation Commission initially designated the Commercial and Industrial Network in June 1988 and made additions to the network in October 1989 and November 1990. The map on page 2 (Figure 1) reflects the currently designated Commercial and Industrial Network. The criteria used to designate the network are:

• Service to regional growth centers

• Continuity with major primary highways in adjacent states (see Figure 2)

• Current annual average daily traffic (ADT) and changes in ADT since 1980

• Current annual average daily large truck traffic and changes since 1980

• Area coverage

An average rural segment of the Commercial and Industrial Network carries 3,400 vehicles per day, of which 350 are large trucks. Twenty-six percent of vehicle miles of travel on the entire rural state highway system occur on the rural portion of the Commercial and Industrial Network. This system, in conjunction with the Interstate Highway System, comprises 32 percent of Iowa's total state primary system but carries 60 percent of total rural primary travel.

3

4

Major Primary Highway Improvements in Adjacent States

SOUTH DAKOTA

@--

@

LEGEND EXISTING & COMMITTED

MUL T ILANE HIGHWAYS TWO LANE HIGHWAYS

OTHER POSS IBLE IMPROVEMENTS MULTILANE HIGHWAYS

MAJOR METROPOLITAN MARKETS •

MINNESOTA

Figure 2

@

IOWA

WISCONSIN

ILLINOIS

1988 Traffic

Figure 3

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5

1988 Truck Traffic

6 Figure 4

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The Commercial and Industrial Network includes 2,331 miles: 2,082 rural miles and 249 urban miles. Legislative action in 1989 restricted the size of the Commercial and Industrial Network to 2,500 miles. The 2,331 miles comprising the Commercial and Industrial Network represent the most important non-Interstate system primary highway routes in Iowa. This network complements Iowa's 782 miles of Interstate Highway System and provides high quality highway access to all areas of the state to serve Iowa's economy. Over 72 percent of the land area of Iowa, over 80 percent of Iowa's population, and over 85 percent of all 150 Iowa cities with more than 2,000 residents are on or within 1 O highway miles of the Commercial and Industrial Network.

The 1988 annual average daily traffic and annual average daily large truck traffic for all sections of the Commercial and Industrial Network are shown on the maps on pages 5 and 6 (Figures 3 and 4).

7

Corridors and Segments

8 Figure 5

0 w A COMMERCIAL AND INDUSTRIAL NETWORK

CORRIDORS & SEGMENTS 0 reoara<1 By

~10-0 De,l>ClrT~en~

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For purposes of analyzing the Commercial and Industrial Network, the 2,331-mile system was subdivided into three levels:

• Route--connects major population and economic activity centers

• Corridor--portion of route between logical terminal points, such as major highway junctions

• Segment--portion of corridor used as basis for improvement needs analysis and program management

The map on page 8 (Figure 5) shows the Commercial and Industrial Network routes, corridors, and segments.

The flow chart (Chart A) outlines the process which was used in developing the improvement needs assessment on the Commercial and Industrial Network.

~ ~H--~-~~-=-s-t -

Geographic Factors

~ 11125\91

Analyze Cunenl LOS

Develop Capacity lmpiovement Needs

Chart A

Develop Cost Estimates

Identify Geometric Oeliciencr.es

ld8flllly Slructural OellCienoes

Iden Illy Safety Defcflf>Cres

Oewlo!> Preservalion and Safety lmpiovement Needs

( ~e:11" + ._ __ R•-ve_nu_• __ '~ Forecasl

+

® 9

over09es. Traffic volwnes for o specific location may vary.

10

Future Traffic

Figure 6

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2011 TRAFFIC

Preoared By

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Economic development was brought into the process through traffic forecasts which were based on demographic (population, density, and labor force), economic (employment trends in manufacturing, wholesale, retail, service, and personal income), and geographic (distance to the nearest metropolitan area and market accessibility) factors. A!so considered were efforts being undertaken by cities and counties to assist the growth and diversification of local economies. The forecasted daily traffic by the year 2011 is shown on the map on page 1 O (Figure 6).

Improvement needs were identified on the basis of a level of service analysis using future traffic to assess current highways. The Transportation Commission's objective was to have all rural segments of the Commercial and Industrial Network operating under conditions represented by a level of service "B." Level of service "B" represents stable traffic flow. The current level of service (current road conditions and existing traffic) and the year 2011 level of service (current road conditions and future traffic} are shown on the following maps (Figures 7 and 8).

Reconstruction/construction and resurface improvement needs were calculated using highway sufficiency rating, pavement condition rating, and accident experience criteria. These improvement needs are listed for each of the 63 corridors representing the Commercial and Industrial Network in the following tables and are also graphically displayed on the following maps. Needs are subdivided into four types:

• Capacity--improvements to the roadway which result in an increase in the number of vehicles which can pass over a given section of highway. Generally, this reflects constructing additional traffic lanes.

• Reconstruction/Construction--improvements which result in strengthening the structural integrity of the roadway. This may involve replacing the subbase or pavement, doing pavement inlay projects, or overlays of sufficient thickness to account for an equivalent pavement/roadbed condition improvement.

• Resurface-improvements consisting of an overlay of existing pavement.

• Bypass--new alignment of route around communities to alleviate capacity or congestion problems.

Detailed cost estimates were developed for each individual improvement identified during this 20-year time period. In concert with costs, revenue forecasts were developed for both state and federal highway funding. The process evaluated needs, costs, and revenues to develop a needs assessment for improvements on the Commercial and Industrial Network.

In developing the improvement needs assessment on the Commercial and Industrial Network, action was taken to facilitate and encourage increased local involvement. Extensive demographic and economic forecasts were sent to the 16 regional planning agencies for review and revision. Interaction with the regional planning agencies provided the basis for incorporating economic development considerations into the development of the improvement and programming policy tor the Commercial and Industrial Network.

11

Current Level of Service

Figure 7 12

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CURREr.T LEVEL 01' SERVICE

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Future Level of Service

Figure 8

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13

14

'.a,.IJ

... 201~

1991

The existing 2,331-rnile Commercial and Industrial Network consists of the following:

Existing four-lane sections 380 miles

Five-Year Program four-lane sections 180 miles

Existing two-lane sections 1,771 miles

Twenty-four percent of the network is existing four-lane sections or programmed as four-lane sections in the 1991 -1995 Iowa Transportation Improvement Program.

The capacity analyses identified an additional 502 miles of existing two-lane highways with unacceptable levels of service for forecasted future traffic conditions. These 502 miles will need to be improved to four-lane standards within the next 20 years (Chart B). These capacity improvements would result in the following Commercial and Industrial Network configuration by the year 2011:

Four-lane sections 1,062 miles

Two-lane sections 1,269 miles

Forty-six percent of the network would become four-lane sections by the year 2011 .

Commercial and Industrial Network Four - lane Mileage

Five - Year Program

New Four - lane

Total in Year 2011 - - 1062 Miles* ·sased upon projecled needs, does not imply a funding comitrnenl.

C!pm4'Can&lnd 11\25\91

Chart B

15

Summary of Bypass Needs

TIOINICA1 NUD ASSUSM!NT.

OO!S NOT IMPLY PUNDING COMMITMlNT.

Figure 9 16

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St•rr """'11 --(i>-C<U<ll SC& T •

I StJJn~ary of B¥pass Needs J

City Route Existing Programmed Proposed Future City Route Ex isling Programmed Proposed Future

Alton us 34 x Denison us 30 x

Agency us 34 x Denver us 63 x Ainsworth us 218 x Des Moines us 65 x Albia us 34 x Des Moines IA 5 x

Albion IA 330 x De Witt us 30 x

Alden us 20 x Dike us 20 x

Algona us 18 x Donnellson us 218 x Alton IA 60 x Dubuque us 61 x Ames us 30 x Dunlap us 30 x Atlantic us 71 x Dyersville us 20 x Auburn us 71 x Early us 20 x

Audubon us 71 x Eddyville IA 231137 x Batavia us 34 x Eldridge us 61 x Blairsburg us 20 x Emmetsburg us 18 x Bloomfield us 63 x Epworth us 20 x

Blue Grass us 61 x Fairfield us 34 x Bondurant us 65 x Farley us 20 x Boone us 30 x Floyd us 218 x Burlington us 34 x Fort Dodge us 169 x Carroll us 30 x Fort Madison us 61 x Cascade us 151 x Fredericksburg us 18 x Cedar Falls us 218 x Garner us 18 x Cedar Rapids us 30 x Glenwood us 34 x Chariton us 34 x Glidden us 30 x Charles City us 218 x Grand Junction us 30 x Chester us 63 x Granger IA141 x Clarence us 30 x Grant us 71 x Clarinda us 71 x Grundy Center IA 14 x Clear Lake us 18 x Guttenberg us 52 x Colo us 30 x Hartley us 18 x Corning us 34 x Hinton us 75 x Correctionville us 20 x Hospers IA 60 x Crawfordsville us 218 x lndependerioe us 20 x Creston us 34 x Iowa City us 218 x Cylinder us 18 x Iowa Falls us 20 x

Danville us 34 x Janesville us 218 x Davenpor t us 61 x Jellerson us 30 x

Decorah us 52 x Jesup us 20 x Delaware us 20 x Keokuk us 61 x

Le Grand us 30 x

17

City Route Existing Progr·ammed Proposed Future City Roule Existing Programmed Proposed Future

Le Mars IA 60 x Red Oak us 34 x Lisbon us 30 x Rockwell City us 20 x Logan us 30 x Rudd us 18 x Manchester us 20 x Sac City us 20 x Maquoketa us 61 x Sanborn us 18 x Marion us 151 x Sheldon IA 60 x Marshalltown us 30 x Sibley IA 60 x Mason City us 18 x Sioux City us 75 x McGregor us 18 x Sioux City us 20 x Mediapolis us 61 x Spencer us 18 x Meuill us 75 x Springville us 151 x Middletown us 34 x State Center us 30 x Missouri Valley us 30 x Storm Lake us 71 x Monona us 18 x Swedesburg us 218 x Monroe IA 163 x Tama us 30 x Monticello us 151 x Toledo us 30 x Mount Pleasant us 218 x Vail us 30 x Mount Pleasant us 34 x Ventura us 18 x Mount Vernon us 30 x Wapello us 61 x Muscatine us 61 x Waterloo us 218 x Nashua us 218 x Waterloo us 20 x Nevada us 30 x Waverly us 218 x New Hampton us 63 x Wever us 61 x New London us 34 x Webster City us 20 x New Vienna IA 136 x Welton us 61 x Nora Springs us 18 x West Burlington us 34 x Ogden us 30 x West Union us 18 x Okoboji us 71 x Westside us 30 x Olds us 218 x Wnliams us 20 x Osceola us 34 x Winthrop us 20 x Oskaloosa IA 163 x Zwingle us 61 x Otley IA 163 x Ottumwa us 34 x Pella lA 163 x Plainfield us 218 x Postville us 18 x Prairie City IA 163 x Raymond us 20 x

18

Commercial and Industrial Network routes through communities were evaluated for alternatives to make travel more efficient by decreasing travel time, congestion, and delay. A summary of community bypass needs during the 20-year period is shown on the map on page 16 (Figure 9). A list of each community currently bypassed and those with an identified need foi a future bypass during the 20-year period is detailed on pages 17 and 18.

In addition to capacity improvements, significant amounts of reconstruction/ construction and resurfacing work will need to be completed. For the 20-year period, this work includes:

Reconstruction/construction 570 miles

Resurfacing 1,480 miles

The proposed schedule for improvements involved a thorough evaluation of traffic volume-to-capacity relationships using level of service criteria, as well as an assessment of pavement history/ condition and accident experience. For analyzing reconstruction projects, a roadbed life of 60 years was used. Resurfacing projects were forecasted as needed every 15 years for highways with a low pavement condition rating. Capacity improvement projects were listed whenever an unacceptable level of service was forecasted in concert with appropriate traffic volumes for that time period. These projects were coordinated so that improvements would not be duplicative or inefficient. For example, if a resurfacing improvement was needed more than five years prior to a capacity improvement, the resurface and capacity improvements were scheduled independently. However, if a resurface and capacity improvement were needed within five years of one another, the improvements were coordinated to occur simultaneously.

19

Commercial and Industrial Network Improvement Needs 1992 - 2001

Costs of these improvements to the year 2011 would be $2,580 150o-.---------------------. million or approximately $129 million per year. These costs (represented in 1992 constant dollars) are summarized in the following table.

Commercial & Industrial Network Cost Summary

20-Year

1992-1996 1997-2001 2002-2011 Total

Capacity/ Bypass $ 880 $ 44-0

Reconstruction/ Construction 409 131 $580 $2,580

Resurface 102 38 _I _L Total $1,391 $ 609 $580 $ 2,580 million

The Commercial and Industrial Network technical assessment improvement needs for the first 10-year period (1992-1996 and 1997-2001) are listed by work type for each of the 63 corridors in the following pages. Costs are totaled for each corridor. Costs by improvement type are shown in Chart C for the first two fiveyear periods (1992-1996 and 1997-2001). Improvement needs for the entire 20-year period are graphically shown on the map on page 21 (Figure 10). State and federal revenue projections (in constant 1992 dollars) resulted in $2, 752 million being available for improvement projects on the Commercial and Industrial Network for the 20-year period.

20

1250

CJ) 1000 ..... cu 0

0 ...... 0 750 CJ) c

.Q

~ 500

250

1992 - 1996 1997 - 2001 5 - Year Periods

Chart C

20-Year Improvements

TICHNICAL NUD AISESSMENT.

DOES HOT IMPLY FUNDING COMMITMENT. Figure 10

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21

22

20·Year 1992-1996 1997-2001 2002·2011 Total

Available Funds $688 $688 $1,376 $2,752 million

Approximately $688 million in federal and state funding would be available over each five-year period. The total $2,752 million or $138 million per year that would be available for Commercial and Industrial Network improvements assumes state highway construction purchasing power continues at the current level (Chart D).

Implementation of these Commercial and Industrial Network improvements over the next 20-year period is realistic and reasonable. By incorporating these improvement priorities in the department's highway programming efforts, financially responsible decisions can be made. This schedule of 20-year improvements is achievable based on this comparison of total costs and programming funds available.

Total Improvement Costs

Available Funds

20-Year 1992·1996 1997·2001 2002·2011 Total

$1,391 $609 $ 580 $2,580 mnlion

$688 $688 $ 1,376 $2, 752 million

Commercial and Industrial Network Improvement Costs and Funding Comparison

3000~------------------------------~

2500

Cf) 2000 '-cu 0 Cl 0 1500 Cf)

c: .Q

~ 1000

500

C1-pm4 Com&Jrd 11125191

1992 - 1996 2002 - 2011

C\I LO

""" C\I

1997 - 2001 20 - Year Total Year

Legend ••Total CIN Costs •• Available Funds

Chart D

Technical need assessment

Does not imply funding commitment.

Work Type Code: 1-Capacity 2-Construction/Reconstruction 3-Resurface 4-Bypass

1992 $(in 1 OOO's)

Programming Status Code: 1-ln 1991-1995 Program 2-ln Planning Section of 1991-1995 Program 3-ln Recommended 1992-1996 Program 4-ln Planning Section of Recommended 1992-1996 Program 5-Not Programmed

Corridor 1992-96 1992-96 Woli< 1997-2001 1997-2001 Work Program 10-Year Roadway Segment

Sioux City Bypass Sioux City Bypass to Merrill Merrill to Le Mars Bypass Le Mars Bypass

Le Mars to Sheldon Le Mars to Sheldon

Sheldon to Sibley Sibley to MN State Line

MO State Line to Shambaugh Shambaugh to Clarinda Clarinda to Villisca Villisca to US 34

US 34 to Atlantic Atlantic to 1-80

1-80 to Carroll

Number Route Mileage Cost

1 1 1

US75 US75 us 75 US75

2 IA60 2 IA60

3 IA60 3 IA60

4 US71 4 US71 4 US71 4 US71

6.50 11.94 3.13 425

32.33 32.33

15.68 7.70

5.76 5.11

15.28 3.52

5 US71 29.47 5 US71 8.45

$23,800 $22,300 $1,400

$4,200

6 us 71 44.25 $34,900

Total Type Cost Total Type Status Total

$47,500

$4,200

$34,900

4 2 3

3

2

$11,200

$23,400 $20,800

$700 $2,000

$11,200

$44,200

$2,700

4

2 1

3 3

1 2 2 2

2 2

5 5

5 1 1 5

5

1

$58,700

$44,200

$2,700

5 $4,200

$34,900

23

1992 $(in 1000's)

Work Type Code: Programming Status Code: 1-Capacity 1-ln 1991-1995 Program

Technical need assessment 2-Construction/Reconstruction 2-ln Planning Section of 1991-1995 Program Does not Imply lunding commitment 3-Resurface 3-ln Recommended 1992-1996 Program

4-Bypass 4-ln Planning Section of Recommended 1992-1996 Program 5-Not Programmed

Corridor 1992-96 1992-96 Work 1997-2001 1997-2001 Work Program 10-Vear Roadway Segment Number Route Mileage Cost Total Type Cost Total Type Status Total

Carroll to IA 217 (Seg. 2) 7 US71 7.46 $5,600 2 5 IA 217 to E IA 175 7 US71 4.97 $3,700 2 5 E Jct IA 175 to W Jct IA 175 7 US71 17.67 5 W Jct IA 175 to S Jct US 20 7 US71 7.57 $5,700 2 5 S Jct US 20 to N Jct US 20 7 US71 3.54 $2,700 2 1

$8,300 $9,400

N Jct US 20 to Storm Lake Bypass 8 US71 9.48 $8,200 2 5 Storm Lake Bypass 8 US71 7.50 $7,900 4 1 Storm Lake Bypass to IA 3 8 US71 2.12· $300 3 5 IA3 to N Jct IA 10 6 US71 12.14 5 N Jct IA 1 o to Spencer Bypass 8 US71 12.63 $9,400 2 1 Spencer Bypass 8 US71 7.71 $16,200 4 1

$42,000 $42,000

Spencer Bypass 9 US71 9.94 1 Milford to Arnolds Park 9 US71 3.12 $4,600 1 1 Arnolds Park to W Jct IA 9 9 US71 3.97 $3,000 2 1 Arnolds Park to W Jct IA 9 9 US71 3.97 $5,800 1 1 W Jct IA 9 to MN State Line 9 US71 11.89 5

$13,400 $13,400

1-35/80 to IA 17 10 IA 141 6.41 $1,800 3 5 IA 17 to IA210 10 IA 141 8.60 $9,000 $1,400 3 1 IA 210 to US 169 10 IA141 5.47 $6,200 1 US 169 to E Jct US 30 10 us 169 13.45 5

$15,200 $3,200 $18,400

24

1992 $ (in 1 OOO's)

Work Type Code: Programming Status Code: 1-Capacity 1-ln 1991 -1 995 Program

Tedlnical need assessment 2-Construction!Reconstruction 2-ln Planning Section of 1991-1995 Program Does not imply funding oommitment. 3-Resurface 3-ln Recommended 1992-1996 Program


Corridor 1992-96 1992-96 Work 1997-2001 1997-2001 Work Program 10-Year Roadway Segment Number Route Mileage Cost Total Type Cost Total T ype Status Total

us 30 to E Jct IA 175 11 us 169 16.10 E Jct IA 175 to W Jct IA 175 11 us 169 3.82 $2,800 2 , W Jct IA 175 to US 20 11 us 169 11.02 $10,600 2 i US 20 to Ft. Dodge 11 us 169 3.71 5

$13,400 $1 3,400

Ft. Dodge to US 18 12 US169 42.77

MO State Line to E Jct IA 2 13 US63 15.18 5 E Jct IA 2 to US 34 13 US63 18.58 $13,500 2

$13,500 $13,500

Relocated US 65 to IA 316 14 IA163 6.18 5 IA 316 to Prairie City Bypass 14 IA163 4.41 $6,700 1 IA 316 to Prairie City Bypass 14 IA 163 4.41 $3,300 2 1 Prairie City Bypass 14 IA163 3.48 $9,000 4 Prairie City to Monroe Bypass 14 IA163 4.70 $3,600 1 Prairie City to Monroe Bypass 14 IA163 4.70 $3,500 2 1 Monroe Bypass 14 IA163 3.96 $9,200 4 3 Monroe Bypass to Otley Bypass 14 IA163 2.62 $3,100 1 1 Monroe Bypass to Otley Bypass 14 IA163 2.62 $1,900 2 1 Otley Bypass 14 IA 163 2.14 $3,700 4 3 Otley Bypass to Pella Bypass 14 IA 163 4.81 $5,600 1 1 Otley Bypass to Pella Bypass 14 IA163 4.81 $3,400 2 Pella Bypass 14 IA163 3.84 $9,300 4

$62,300 $62,300

25

1992 $ (in 1 OOO's)


Technical need assessment 2-Construction/Reconstruction 2-ln Planning Section ol 1991-1995 Program Does not imply funding commitment 3-Resurface 3-ln Recommended 1992-1996 Program


Corridor 1992-96 1992·96 Work 1997-2001 1997-2001 Work Program 10-Year Roadway Segment Number Route Mileage Cost Total Type Cost Total Type Status Total

Pella Bypass to Oskaloosa Bypass 15 IA 163 14.05 $20,100 1 1 Pella Bypass to Oskaloosa Bypass 15 IA 163 14.05 $10,500 2 1 Oskaloosa Bypass 15 IA 163 6.50 $7,900 4 1 Oskaloosa Bypass to Eddyville 15 IA 137 5.60 $6,500 1 1 Oskaloosa Bypass to Eddyville 15 IA 137 5.60 $4,200 2 1 Eddyville Bypass 15 IA 137 3.20 $5,300 4 1 Eddyville Bypass to Relocated IA 23 15 IA23 5.20 $5,900 1 1 Eddyville Bypass to Relocated IA 23 15 IA23 5.20 $3,900 2 1 Relocated IA 23 to IA 389/US 63 15 IA23 5.70 $7,500 1 Relocated IA 23 to IA 389/US 63 15 IA23 1.25 $4,200 2 1 IA 389/US 63 to Ottumwa (US 34) 15 us 63 5.91 5

$76,000 $76,000

1-80 to End Existing 4 -lane 16 US65 4.41 $3,400 2 5 Begin 2-lane - IA 931 16 us 65 2.11 $3,600 1 5 IA 931 to IA 117/330 16 us 65 7.28 $6,400 1 5 IA 931 to IA 117/330 16 us 65 7.28 $4,200 2 5 IA 330 to US 30 16 IA330 20.31 5

$17,600 $17,600

US 30 to Albion Bypass 17 IA330 6.89 $5,800 2 2 Albion Bypass 17 IA330 1.80 $2,100 4 2 Albion Bypass to IA 14 17 IA330 4.44 $3,600 2 2 IA 330 to Grundy Center Bypass 17 IA 14 22.12 $6,500 2 5 Grundy Center Bypass 17 IA14 1.75 $2,500 4 5 Grundy Center Bypass to US 20 17 IA14 6.63 5

$20,500 $20,500

26

1992 $(in 1 OOO's)

Work Type Code: Programming Status Code: 1-Capacily 1-ln 1991-1995 Program

Technical need assessment 2-Construction/Reconstruction 2-ln Planning Section of 1991-1995 Program Does not imply funding commitment. 3-Resurface 3-ln Recommended 1992-1996 Program


Corridor 1992-96 1992·96 Work 1997-2001 1997-2001 Work Program 10-Year Roadway Segment Number Route Mileage Cost Total Type Cost Total Type Status Total

MO State Line to US 218/Bypass 18 IA394 10.67 $2.700 2 2 MO State Line to US 218/Bypass 18 IA394 10.67 $13,200 1 2 Donnellson Bypass 18 US218 2.72 $5,300 4 2 Donnellson Bypass to Co Rd J20 18 US218 13.30 $9,800 2 Co Rd J20 to Mt. Pleasant Bypass 18 US218 6.83 $5,300 1 2 Mt. Pleasant Bypass to US 34 18 US218 1.54 $400 3 2

$5,700 $31.000 $36,700

Mt. Pleasant Bypass 19 US218 6.24 $15,600 4 2 Mt. Pleasant Bypass to Olds Bypass 19 US218 6.53 $5,200 1 1 Olds-SWedesburg Bypass 19 US218 4.58 $8,800 4 1 Crawfordsville Bypass 19 US218 6.33 $13,000 4 1 Crawfordsville Bypass to IA 22 19 US218 19.36 $24,300 1 1 IA22to 1-80 19 US218 16.10 5

$66,900 $66,900

1-380 to Janesville Bypass 20 US218 13.01 $59,700 1 Janesville Bypass 20 US218 1.80 $6,100 4 1 Janesville Bypass to Waverly Bypass 20 US218 4.30 $6,000 1 1 Janesville Bypass to Waverly Bypass 20 US218 4.30 $3,200 2 1 Waverly Bypass 20 US218 5.14 $12,400 4 1 Waverly Bypass to Charles City 20 US218 19.99 $31,600 1 1 Charles City Bypass 20 US218 10.17 $22,000 4 1

$87,400 $53,600 $141,000

Waterloo to Denver Bypass 21 US63 12.70 2 Denver Bypass 21 US63 0.98 $4,200 4 1 Denver Bypass to IA 3 21 US63 2.51 $2,000 1 1 IA 3 to New Hampton Bypass 21 US63 23.63 2 New Hampton Bypass 21 US63 2.50 4 $4,200 4 4

$6,200 $4,200 $10,400

27

1992$(in 1000's)


Technical need assessment 2-Construction/Reconstruction 2-ln Planning Section of 1991-1995 Program Does not imply funding commitment 3-Resurface 3-ln Recommended 1992-1996 Program


Corridor 1992-96 1992-96 Wor1< 1997-2001 1997-2001 Wor1< Program 10-Year Roadway Segment Number Route Mileage Cost Total Type Cost Total Type Status Total

New Hampton Bypass to IA 9 22 US63 21.52 2 IA 9 to MN State Line 22 US63 10.70 $5,500 2 1

$5,500 $5,500

MO State Line to S Jct US 218 23 US61 3.87 $8,000 1 $500 3 5 S Jct US 218 to Ft. Madison Bypass 23 US61 14.71 $18,200 1 1 S Jct US 218 to Ft. Madison Bypass 23 US61 14.71 $2,000 3 1 Ft. Madison Bypass 23 US61 9.00 $23,900 4 5 Ft. Madison Bypass to Burlington 23 US61 13.33 $8,600 1 1 Ft. Madison Bypass to Burlington 23 US61 13.33 $5,500 2 1

$42,300 $24,400 $66,700

Burlington to Mediapolis 24 US61 13.09 $12,600 1 2 Mediapolis to Wapello 24 US61 12.08 $7,500 2 1 Mediapolis to Wapello 24 US61 12.08 $8,700 1 2 Wapello to S Jct IA 92 24 US61 7.40 $4,900 2 1 Wapello to S Jct IA 92 24 US61 7.40 $6,500 2

$40,200 $40,200

s Jct IA 92 to IA 305 25 US61 3.08 $1 ,400 2 $3,100 1 IA 305 to Muscatine Bypass 25 US61 8.53 $8,000 1 3 IA 305 to Muscatine Bypass 25 US61 8.53 $5,800 2 3 Muscatine Bypass 25 US61 7.15 5 Muscatine Bypass to Blue Grass 25 US61 15.06 $23,300 1 1 Muscatine Bypass to Blue Grass 25 US61 15.06 $3,000 3 1 Blue Grass to 1-280 25 US61 5.32 $7,100 1 Blue Grass to 1-280 25 US61 5.32 $3,300 2

$51,900 $3,100 $55,000

28

1992$(in 1000's)


Technical need assessment. 2-Construction/Reconstruction 2-ln Planning Section of 1991-1995 Program Does not imply funding commitment. 3-Resurface 3-ln Recommended 1992-1996 Program


Corridor 1992-96 1992-96 Work 1997-2001 1997-2001 Work Program 10-Year Roadway Segment Number Route Mileage Cost Total Type Cost Total Type Status Total

1-80 (Davenport) to N Jct US 30 26 US61 15.98 5

N Jct US 30 to IA 956 27 US61 3.00 5 IA 956 to IA 136 27 US61 10.68 $15,600 1 1 IA 956 to IA 136 27 US61 10.68 $1 ,800 3 , IA 136 to NCL Maquoketa 27 US61 5.75 $8,900 1 IA 136 to NCL Maquoketa 27 US61 5.75 $3,400 2 1 NCL Maquoketa to Zwingle SCL 27 US61 15.65 $28,000 1 $3,100 3 1 SCL Zwingle to US 151 27 US61 8.40 $19,200 1 US 151 to US 20 27 us 61 4.55 5 US 20 to Mississippi River 27 us 61 3.56 $25,100 1 1

$102,000 $3,100 $105,100

US 20 to Jct IA 3/US 52 28 IA136 10.16 $1,900 3 1 Jct IA 3 to S Jct US 18 28 US52 33.69 5

$1,900 $1,900

N Jct US 18 to Jct IA 150/24 29 US52 16.80 5 Jct IA 150 to MN State Line 29 US52 25.10 $3,200 3 5

$3,200 $3,200

1-29 to E Jct US275 30 US34 8.31 $2,300 3 5 US275to IA41 30 US34 4.51 $3,200 1 2 IA41 to IA48 30 US34 18.46 $2,600 3 2 IA48to US71 30 US34 13.70 5

$2,300 $5.800 $8,100

US 71 to W Jct IA 25 31 US34 26.97 5 W Jct IA 25 to SCL Creston 31 US34 6.84 $5,400 2 5

$5,400 $5,400

29

1992 $(in 1000's)


Tedlnical need assessment. 2-Construction/Reconstruction 2-ln Planning Section of 1991-1995 Program Does not imply funding commitment 3-Resurface 3-ln Recommended 1992-1996 Program



SCL Creston to W Jct US 169 32 US34 10.25 $1 ,900 3 5 W Jct US 169 to E Jct US 169 32 US34 6.20 5 E Jct US 169to1-35 32 US34 15.12 $2,000 3

$3,900 $3,900

1-35 to Jct IA 14 33 US34 26.21 1

IA 14to IA97 34 US34 6.05 1 IA97to IA68 34 US34 7.18 $5,700 2 1 IA68tolA5 34 US34 13.23 $1,800 3 5 IA 5 to Wapello County 34 US34 8.87 $1,200 3 1 Wapello County to W Jct US 63 34 US34 11.58 5

$7,500 $1,200 $8,700

W Jct US 63 to ECL Ottumwa 35 US34 3.50 ECL Ottumwa to WCL Agency 35 US34 3.24 $1,000 3 1 Agency Bypass 35 US34 2.00 $3,000 4 5 ECL Agency to Jct IA 16 35 US34 3.30 $2,300 1 2 ECL Agency to Jct IA 16 35 US34 3.30 $2,500 2 2 Jct IA 16 to WCL Batavia 35 US34 3.33 $2,400 1 2 Jct IA 16 to WCL Batavia 35 US34 3.33 $2,500 2 2 WCL Batavia to NCL Batavia 35 US34 0.53 $800 1 2 WCL Batavia to NCL Batavia 35 US34 0.53 $100 3 2 NCL Batavia to Co Rd V64 35 US34 6.54 $4,700 1 $1,400 3 2 Co Rd V64 to WCL Fairfield 35 US34 2.24 $1,600 1 $500 3 2 Fairfield Bypass 35 US34 10.30 $12,600 4 2 ECL Fairfield to 6.85 miles east 35 US34 6.85 $1,400 3 1 ECL Fairfield to 6.85 miles east 35 US34 6.85 $4,900 2 10.45 miles west to Co Rd W55 35 US34 10.45 $2,000 3 5

30

1992 $(in 1 OOO's)

Work. Type Code:

TecnnJcal need assessment.

Does not Imply funding commitment

1-Capacity 2-Construction/Reconstruction 3-Resurface

Programming Status Code: 1-ln 1991-1995 Program 2-ln Planning Section of 1991-1995 Program 3-ln Recommended 1992-1996 Program

4-Bypass

Corridor 1992-96 Roadway Segment Number Route Mileage Cost

10.45 miles west to Co Rd W55 Co Rd W55 to WCL Mt. Pleasant WCL Mt. Pleasant to Jct US 218

35 US34 35 US34 35 US34

Mt. Pleasant Bypass 36 ECL Mt. Pleasant to WCL New London 36 ECL Mt. Pleasant to WCL New London 36 New London Bypass 36 ECL New London to WCL Danville 36 Danville Bypass 36 ECL Danville to WCL Middletown 36 Middletown Bypass 36 WCL New London to ECL New London 36 ECL Middletown to WCL W Burlington 36 ECL Middletown to WCL W Burlington 36 WCL W Burlington to Miss River 36

US34 US34 US34 US34 US34 US34 US34 US34 US34 US34 US34 US34

NE State Line to 1-29 37 US30

1-29 Interchange to Mo Valley Bypass 38 Missouri Valley Bypass 38 Missouri Valley Bypass to WCL Logan 38 WCL Logan to Jct IA 44 38 Jct IA 44 to SCL Woodbine 38 SCL Woodbine to ECL Arion 38 ECL Arion to WCL Denison 38 WCL Denison to S Jct US 59 38

US30 US30 US30 US30 US30 US30 US30 US30

10.45 2.29 2.04

9.00 6.00 6.00 3.00 5.24 1.00 3.24 0.80 1.05 2.23 2.23 6.20

9.22

0.31 4.86 6.82 4.76 4.46

20.71 5.29 0.31

$19,700 $1,100 $4,300

$1,300 $300

$12, 100 $5,100

$3,400

$2,300

4-ln Planning Section of Recommended 1992-1996 Program 5-Not Programmed

1992-96 Work 1997-2001 1997-2001 Work Program 10-Vear Total Type Cost Total Type Status Total

$21,300

$26,700

$22,900

4 3 1

2 3

4 2

2

3

$7,500 $1,500

$6,400 $3,800

$10,800 $2,300 $1,300

$31,400

$24,600

4

4

4

2 5 3

3 3 3 3 3 3 3 3 3 3 3 1

5 1 5 5 5

l

$52,700

$51,300

$22,900

31

1992 $ (in 1 OOO's)


Tectinical need assessment 2-Construction/Reconstruction 2-ln Planning Section of 1991-1995 Program Does not Imply funding oommilment 3-Resurface 3-ln Recommended 1992-1996 Program



Denison Bypass 39 US30 2.85 $10,500 4 4 ECL Denison to Carroll County 39 US30 8.46 $6,300 2 1 County Line to Carroll Bypass 39 US30 10.26 $8,800 2 $4,800 1

$15,100 $15,300 $30,400

Carroll Bypass 40 US30 8.88 $21,300 4 2 Carroll Bypass to IA 286 40 US30 5.75 $4,000 2 $6,900 1 4 Jct IA 286 to ECL Ralston 40 US30 6.75 5 ECL Ralston to IA 25 40 US30 3.05 $400 3 5 Jct IA25to WJct US 169 40 US30 23.04 5

$4,400 $28,200 $32,600

W Jct US 169 to 1-35 41 US30 28.30 $8,800 3 5 $8,800 $8,800

1-35 to Jct US 65 42 US30 13.53 $1,200 3 5 1-35 to Jct US 65 42 US30 13.53 $10,700 1 1 Jct US 65 to Marshall County Line 42 US30 4.00 $800 3 5 Jct US 65 to Marshall County Line 42 US30 4.00 $2,900 1 2 Story County Line to Jct IA 234 42 US30 3.43 $700 3 5 Story County Line to Jct IA 234 42 US30 3.43 $2,500 1 2 Jct IA 234 to IA 330 (Reloc. US 30) 42 US30 7.45 $1,400 3 5 Jct IA234 to IA330 (Reloc. US30) 42 US30 7.45 $4,800 2

$25,000 $25,000

Marshalltown Bypass 43 US30 12.50 $27,000 4 1 M'town Bypass to Le Grand Bypass 43 us 30 6.19 $4,600 1 3 M'town Bypass to Le Grand Bypass 43 US30 6.19 $1,200 3 3 Le Grand Bypass 43 US30 1.50 $3,400 4 3 Le Grand Bypass to Toledo Bypass 43 US30 9.10 $6,900 1 3 Le Grand Bypass to Toledo Bypass 43 US30 9.10 $1 ,700 3 3

$44,800 $44,80

32

1992 $(in 1000's)

Work Type Code: Programming Status Code: 1-Capacity 1-ln 1991·1995 Program

Technical need assessment 2-Construction!Reconstruction 2· In Planning Section of 1991-1995 Program Does not imply funding commitment. 3-Resurface 3-ln Recommended 1992-1996 Program



Tama-Toledo Bypass 44 US30 8.50 $17,000 4 3 Tama-Toledo Bypass to IA 287 44 ·us 30 28.28 2 IA 287 to Relocated US 30 44 US30 8.52 $1 1,300 1 Relocated US 30 to 1-380 44 US30 7.49 5

$11,300 $17,000 $28,300

1-380 to IA 13 45 US30 6.60 $2,400 3 5 IA 13 to Lisbon 45 US30 8.48 $12,600 1 1 IA 13 to Lisbon 45 US30 8.48 $1,600 3 5 EGL Lisbon to WCL Mechanicsville 45 US30 6.19 $4,600 2 $4,500 5 WCL Mechanicsville to WGL Clarence 45 US30 10.27 $8,400 2 5 WCL Clarence to ECL Clarence 45 US30 1.27 5 ECL Clarence to WCL Wheatland 45 US30 11 .10 $2,100 3 5 WCL Wheatland to ECL Grand Mound 45 US30 10.56 5 ECL Grand Mound to N Jct US 61 45 US30 3.85 $2,900 1 5

$31,700 $7,400 $39,100

S Jct US 61 to WCL Clinton 46 US30 11.55 5 WCL Clinton to Miss River Bridge 46 US30 9.01 $1,900 2 5

$1,900 $1,900

US 30 to N Jct US 13 47 us 151 7.70 $7,900 1 US 30 to N Jct US 13 47 US151 7.70 $1,500 3 N Jct US 13 to IA 1 47 US1 51 11.41 $4,300 1 1 Springville Bypass 47 us 151 2.33 $5,200 4 5 IA 1 to Monticello Bypass 47 us 151 16.08 $12,300 1 $5,300 3 2 Monticello Bypass 47 US151 2.81 $1 1,300 4 5

$31,200 $16,600 $47,800

33

1992$(in 1000's)


Technical need assessment 2-Construction/Reconstruction 2-ln Planning Section of 1991-1995 Program Does not imply funding oommitmenl 3-Resurface 3-ln Recommended 1992-1996 Program


Corridor 1992-96 1992-96 Wor1< 1997-2001 1997-2001 Wor1< Program 10-Year Roadway Segment Number Route Mileage Cost Total Type Cost Total Type Status Total

Monticello Bypass to Cascade Bypass 48 us 151 11.34 $5,100 1 2 IA 38 N to Cascade Bypass 48 US151 11.34 $1,000 3 1 Cascade Bypass 48 US151 3.60 $6,300 4 5 Cascade Bypass to S Jct US 61 48 US151 18.00 $3,600 3 $13,400 1 2

$3,600 $25,800 $29,400

1-129 to Jct IA 12 49 us 20 4.13 5 IA 12 to IA 140 49 US20 12.67 $5,200 3 5 Jct IA 140 to Four-lane Section 49 US20 26.49 5 Four-lane Section to E Jct US 59 49 US 20 2.23 5 E Jct US 59 to N Jct US 71 49 US20 18.85 $1 1,200 2 2

$16,400 $16,400

S Jct US 71 to WCL Sac City 50 US 20 6.41 $4,800 2 2 WCL Sac City to ECL Sac City 50 US20 2.52 2 ECL Sac City to WCL Rockwell City 50 US20 17.19 $1 3,700 2 2 WCL to ECL Rockwell City 50 US 20 2.00 2 ECL Rockwell City to WCL Moorland 50 US 20 1623 $13,100 2 2 WCL Moorland to US 169 50 US20 6.30 5

$17,900 $13,700 $31,600

US 169 to 1-35 51 US20 32.64 5

l-35 to US 65 52 US20 15.80 5 US65to IA 14 52 US20 27.80 $49,000 2 2

$49,000 $49,000

E IA 14 to Beg Div Section W Wat 53 us 20 12.52 $9,300 3 E IA 14 to Beg Div Section W Wat 53 us 20 12.52 $1 3,300 2 3 Beg Divided Section to 1-380 53 US20 11.25 5

$1 3,300 $9,300 $22,600

34

Technical need assessment

Does not Imply funding commitment.

Roadway Segment Corridor Number

E Jct 1-380 to IA 13 54

IA 13 to ECL Delaware 55 ECL Delaware to WCL Dubuque 55 WCL Dubuque to Grandview Avenue 55 Grandview Avenue to Miss River 55

Jct IA 60 to Clay County Line 56 O'Brien County Line to N Jct US 71 56

S Jct US 71 to ECL Spencer 57 ECL Spencer to IA 341 57 IA341 to IA314 57 IA 314 to WCL Emmetsburg 57 WCL to ECL Emmetsburg 57 ECL Emmetsburg to W Jct IA 15 57 W Jct IA 15 to WCL Algona 57 WCL Algona to US 169 57

Jct US 169 to Co Rd P60 58 Co Rd P60 (Sexton) to ECL Gamer 58 ECL Garner to 1-35 58

Work Type Code: 1-Capacity 2-Construction/Reconstruction 3-Resurface 4-Bypass

1992 $ (in 1000's)

Programming Status Code: 1-ln 1991-1995 Program 2-ln Planning Section of 1991-1995 Program 3-ln Recommended 1992-1996 Program 4-ln Planning Section of Recommended 1992-1996 Program 5-Not Programmed

1992-96 1992-96 Work 1997-2001 1997-2001 Work Program 10·Year Route Mileage Cost Total Type Cost Total Type Status Total

US20 36.50 5

US20 7.98 5 US20 32.45 $11,600 3 5 US20 2.86 $8,200 2 5 US20 1.20 $32,500 2 1

$52,300 $52,300

US18 23.59 5 US18 11.82 $8,800 2 5

$8,800 $8,800

usia 1.09 5 US18 11.32. $2,100 3 1 US18 3.16 5 US18 6.84 $1,300 3 5 US18 2.71 5 US18 12.99 $9,700 2 1 US18 8.85 $1,700 3 1 US18 1.49 5

$13,500 $1,300 $14,800

US18 8.25 5 US18 24.68 $4,800 3 5 US18 12.32 4

$4,800 $4,800

35

36

TedlnicaJ need assessment

Doe.> not imply funding commitment

Corridor Roadway Segment Numbar

1-35 to S Jct US 218 59 1-35 to Rudd (Mason City Bypass) 59

SJctUS218 to N Jct US 63 60

S Jct US 63 to ECL Fredericksburg 61 ECL Fredericksburg to WCL W. Union 61 WCL to ECL West Union 61 ECL West Union to W Jct US 52 61

W Jct US 52 to SCL Postville 62 Allamakee County Line to Jct IA 76 62 E Jct IA 76 to Mainline Bridge 62

1-80 to IA 163 63 IA 163 to US 65/69 63 Jct US 65/69 to 1-35 63

Subtotal

Engineering TOTAL

Work Type Code: 1-Capacity 2-Construction/Reconstruction 3-Resurface

·1992$ (in 1000's}

Programming Status Code: 1-ln 1991-1995 Program 2-ln Planning Section of 1991-1995 Program 3-ln Recommended 1992-1996 Program

4-Bypass 4-ln Planning Seclion of Recommended 1992-1996 Program 5-Nol Programmed

1992-93 ·1992..gs Worf< iS97·2001 1997a2COI Worn Program 10·\'ear Route Mifeage Cost Total T\'pe Cos. To&al Type Status Total

US1 8 3721 $5,100 3 5 US18 24.58 $48,000 1 3

$5,100 $48,000 $53,100

US18 18.43 5

US18 6.45 5 US18 18.55 $3,500 3 5 US18 12 6 5 US 18 15.84 $11,800 2 5

$11,800 $3,500 $15,300

US18 1.52 5 US18 19.23 $3,700 3 5 US18 3.82 5

$3,700 $3,700

US65 4.40 $19,500 4 1 US65 9.50 $33,800 4 1

US 65/IA 5 10.97 4 $53,300 $53,300

$1,209,800 $529,100 $1,738,900

$181,500 $79,400 $260,900 $1,391,300 $608,500 $1 ,999,800

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